randolph



- (Model.)

3 Sheets-Sheet 1'.

W. L. CARD & D. s. RANDOLPH. Automatic Car Brake. No. 231,535. Patented Aug. 24,1880.

NVFETERS. PHUTO-LITNOGRAFHER, WASHINGTON. D G.

('Model.) 3 Sheets-Sheet 2.

W. L. CARD & D. S..RANDOLPH.

Automatic Car Brake.

No. 231,535. Patented Aug. 24,1880.

N. PETERS. FHOTO-LITHOGRAPNER, WASHINGTON. D, C,

(ModeL) 3 Sheets-Sheet 3.

W. L. CARD & D. S. RANDOLPH. Automatic Car Brake. No. 231,535. Patented Aug. 24, I880.

ATTESTZ INVENTORSZ PETERS, FHOTO-LITHOGEAFHER, WASHINGTON. D c.

UNITED STATES PATENT O F CE.

WILLIAM L. CARD AND DAVID S. RANDOLPH, OF ST. LOUIS, MO., ASSIGNORS TO THE CARD AUTOMATIC BRAKE COMPANY, OF SAME PLACE.

AUTOMATIC CARI-BRAKE.

SPECIFICATION forming part of Letters Patent No. 231,535, dated August 24, 1880.

7 Application filed March 15, 1880. (Model.)

To all whom tt may concern Be it known that we, VViLLIAM L. CARD and DAVID S. RANDOLPH, both of the city of St. Louis, in the State of Missouri, have in- 5 vented a certain new and useful Improvement in Automatic Car-Brakes, of which the following is a full, clear, and exact description, reference being had to the accompanying drawings, making part of this specification.

Cur improvement comprises an apparatus for attachment to an ordinary car and one of its trucks, and operating to apply the brakes. on the forcing inward of the draw'bar, by its impact with the draw-bar of another car when I 5 the cars are at speed.

h z 5 part end view and part transverse section of the same. Fig. 3 is an under view of the same. Fig. 4: is an enlarged under view of the actuating device in a modified form. Fig. 5 is a top view of a portion of the bolster and sills or floor-timbers ot a car, showing the manner of attachin to them the blocks or frame on which, jointly with the floor-tim bers, the hanging lever which actuates the pull-rod is supported. The frame is introduced to give addi-= tional strength. Fig. 6 is a section at a a,

Fig. 5. Fig. 7 is a side view of the. automatic brake-lever, with bracket and pulley attached.

Fig. 8 is a side view of the rock shaft hanger.

Fig. 9 is a perspective view of one of the bars of the rock-shaft bracket. Fig. 10 is a perspective view of the push-nut which is attached to the rear curl of the draw-bar to actuate the hanging lever. Fig. 11 is a perspective view of one end of a car and truck. Fig. 12 is a sectional view of the fixed sleeve on the axle.

Fig. 13 is an end view of same, and Fig. 14 is a perspective view of one-half of same. Fig.

15 is a perspective view of the pull-rod.

A is partfit car-body. B B are draft-time the bottom of the same, and

between which the draw-bar C works, and to which it is connected in the usual or any suit able manner. The draw-bar C has the usual or any suitable construction. As ordinarily constructed, the draw-bar C has a screw stud or bolt, which passes longitudinally through the center of the spring-pocket, and extending axially from the inner end of the draw-bar. Upon this bolt screws the push-nut D, with a curved bearing-face, (1, bearing against the sides of the U-shaped lever E, fulcrumed at its upper end to the frame or barsF F and the sills I I of the car'body.

The side bars of the frame F F are shown bolted together at the inner ends upon a distance-block, f, and that end fitted to the bolster G with a rabbetnotch; orit may be fitted squarely against the blocking, often being placed between the sills I I where they pass over the bolster (i.

The push-nut D, above described, is notabsolutely essential, as it may be omitted and the draw-bar allowed to act directly upon the U-shaped lever E by so bending the lever E that the side next to the draw-bar shall be (JOIIVBX.

The fulcrum-pin H passes through the sills I I of the car-body, and also the bars of the fulcrum-frame F F between them. Said pin is held in position by wooden or other suitable caps H H, attached to the outsides ot' the sills I I. Said fulcrum-pin passes through the upper ends of the lever E, so as to constitute its fulcrum and support.

The lever E is kept in contact with the drawbar or push-nut D by a spring, J, or by gravity. The push-nuthas twoprongs, d d, which extend between the legs of the lever E, so as to prevent the nut from turning and to form a guide for the lever.

K is a pull-rod extending through between the legs of the lever E. This rod has a doubleact-ing projection, 70, upon its under side, for engagement with the lower end or bend, E, of the pendent lever E when the cars are at speed. It will be seen that the hook-projections 7c of this pull-rod may be made to engage the catch E of the pendent lever E upon either the inner or outer side thereof. The purpose of'making the hook-projection to engage with and carry the leverE outward on the outward movement of the pull-rod when the cars are at speed will be made clear by the following explanation:

I11 starting a train of cars on leaving a station all of the draw-bars are pulled out more or less. As speed is attained the automatic mechanism hereinafter described will lower the free end of the pull-rod K, and its hook or projection 75 will then engage the catch ll of the pendent lever E upon its inner side in such manner that the brakes will be applied whenever the draw-bar is pressed inward by impact against the draw-bar of another car, so long as the cars are running at speed. 011 the contrary, where an extra engine is used as a pusher, as on heavy grades, the draw-bars of some of the cars are pushed inward by the force of the engine in the rear, and this forces the lower end of the pendent lever E inward, so that when the automatic mechanism above referred to and hereinafter described lowers the-inner end of the pull rod K, its hooked projection 7c will engage the opposite or outer side of the catch E of the pendent lever E in SllUlJ' manner US to IBStlillll ltS outward lllOVG- ment past the hook it, should thedraw-bars hap' pen tobe stretched outward (while using the pusher-engine) by such contingency as the train running through a sag in the grade after descending one grade and before ascending, another in which the service of the pusher should be still required. This construction therefore effectually prevents the rear engine (acting as apusher) from setting the brakes on the cars pushed by it under any circumstances, while at the same time the forward engine (which is pulling) has complete control over the b *akes upon all the cars which it pulls.

The outer end of the pull rod K passes through a bracket plate or strap, L, attached to thcinner end of the brake-lever Q, and carries an-adjustingalut, K, inclosed or embraced by thestrap orbracketplate L. The pull-rod also passesthrongh a sliding collar. M, which forms the inner bearing of a spring, N, whose outer beariugjsagainstacollar, 0, held in position on the rod K by means of a compressing-nut, P, which gives a means for increasing or diminishing the force of spring N.

The-inner side of the collar H is made convex and bears against a convex knob, 1, upon the strap.- or bracket L. These surfaces are made-convex to prevent the binding of the parts when the pull-rod is in action or when the tension of the spring N is changed.

K is anal; screwing upon the pull-rod and bearingagainst the inner side of the strap or bracket L. The sides of the strap embrace the nut K and prevent it turning upon the pull-rod.

It will be seen that the nuts K and I furnish a: means for lengthening or shortening the-pull-rod between the catch 7; and the nut P, or between the catch and the bearin g M l,

to fit it to cars of slightly varying construction.

The strap or bracket L is hinged to one end of the automatic brake-lever Q, and the lever is fulcrunied upon a stud or pin, R, upon a bracket, R, attached to one of the draft-timbers B.

The lever (Q, in its preferred form, consists of two parallel bars. Between such bars, at the free end, is a grooved pulle U, around which passes a chain, T, one end of which is attached to the draft-timber B and the other end to the ordinary brake-rod V, connected by the ordinary brake mechanism with the brakebeams, one of which is shown at \N.

In comparing the distance moved by the draw-bar with that of the brake-beams, to arrive at the power of the. brake, it will be seen that the lower end. E, of the lever E has about twice the movement ofthedraw-bar U, as shown. This movement being communicated to the shorter end of the automatic biiake-lever Q by means of the pull-rod K, the free end of the lever Q will have six times the movement of the draw-bar, and as this movement is doubled upon the free end of thebrake-chain T, as a result of its passingaround the pulley U, the brake-rod V, to which it is-attached, may be made to have twelve times the movement of the draw-bar, more or less, as required. From this point-viz., the movement of the brake-rod V-the leverage is reversed in the ratio of four to one, thus giving a, movement of one and one-half inch to each brake-beam W for one inch movement of the draw-bar G.

We will now describe the mechanism for rendering the brake perfectly automatic.

.1 .r arev lugs cast upon the inner side of the wheel X, or attached thereto in any proper manner, or attached to the axle by a collar, .10 x bolted thereon, as shown in Figs. 4and 12.

The part of the axle within the hub of the wheel X is somewhat reduced in; diameter, so thatjust inside the wheel is a circumferential groove, .10 which gives facility for the firm attachment of the collar m" to the axle. Thus one or both of the parts w of the collar hasa i-ib, .r, fitting in the groove :0 as shown in Figs. 4, 12, 13, and 14.

To the lugs a: are pivoted arms Y, carrying;

centrifugal blocks or weights Z at the free ends. The blocks or weights Z and their conheating-arms Y may be each intonepiece. These arms are supported and have-oscillatory motion on pivot-bolts .r ac, which pass through eyes in the inner ends of armsY and corresponding holes in the lugs m a; on the-collarnc (L3, as shown in Fig. 4, or wheels, ,as in: Fig, 2. The bolts .12 carry springs 11, which tend to hold the weights in contact with the axle X. The springs b are made with a; central helix surrounding the pivot-boltwQ-and with. projccting ends bearing, one end against the block Z and the other end against the-wheel or axle or object fixed to same.

It will be seen that with the described construction, when the proper proportion is maintained between the weight of the blocks Z and the tension or strength of the springs 12,

revolving with it.- This collar ist-connccted to the side arms, Y, or blocks Z by'togglclinks 6 0, preferably upon both sides, asseen in Fig. 3. The outward movement of the weights or blocks Z from the axle will draw the collar 0 toward the wheel, and vice versa.-

This collar 0 has a circumferential groove, g,

receiving the shoes h of the forked arm '5 uponthe rock-shaft. j, so that the endwise sliding movement of the grooved collar 0 will cause the rocking movement of the shaftj. preferred form the forked arnr i-is attached to the rock-shaft by a joint, as shown in Figs. 1, 2, 3, and 11. This jointed connection, however, is not absolutely essential, as the rockshatt and forked arm may be made in one piece without serious detriment and their functions be performed in a satisfactory manner.

The rock-shaft j has an oscillating arm, at, whose free end carries an ascending liftingrod, I, that passes through an eye in theinner end, 7c, of the pull-rod K. The lifting-rod Z has a collar. a, by which the free end of the pull rod is lifted when the arm at ascends, and when the arm in descends the pull-rod descends with it until the rod reaches the. catch E of the lever, which then sustains the rod until again lifted by the arm in by means of rod 1 and collar 10.

When the rod K rests on the catch E the rod l may slip down through the eye in the pull-rod without carrying the pull-rod down with it, thus avoiding strain of all the parts of the mechanism connected with the rod K and shaft j, and relieving the shoes h from unnecessary strain and friction. The lifting-rod l and its collar a are not, however, absolutely essential, as both might be dispensed with by a slight modification. For instance, the arm at in its upward movement might be brought in direct contact with the under side of the pull-rod, near its free end, so that it would raise and lower the free end of the pullrod, substantially in the same manner as the preferred mechanism above described.

The rock-shaftj is supported at one end by a V-formed hanger, 0, whose ends are attached to the, body of the car, (see Fig. 2,) and whose middle or lower part is bent into an eye, p te give a suitable bearing to the rock-shaft. (See Fig.8.) The other end of the rock-shaft is In the.

supported on a spider-bracket, which consists of twoV-formedbars, q and r, attached to the face of the cross-timber s of the truck S. The

t bearing-eye q, Fig. 9, of the upper member, q,

is turned down, lapping over the upturned bearing-eye r of the lower member, 7', so as to form a-lock by the weight of the shaft in its bearing. This lock is also maintained by ineansofthe collars t t, as seen in Figs. 1 and The lowen member, 1", forms the strut of the bracket-frame, and the upper member, q, the stay.

The collars t t at each side of the bearing q r also pre\ ent endwise movement of therock-shaftj. Thearmmisatthatend of the rock-shaft supported upon the car-body by lneansof thehanger o. It will follow that this endot' therock-shaft will partake of all the verticaland lateral. movements of the car-bod y. Thetother endof the rock-shaft is supported from or upon the=trnck by means of the above described. spiden-braeket q 1', and this end therefore.partakes of all the-movements of the truck.

t It will be seen that the bearing q r of the bracket forms the central point of oscillation for that end of the rock-shaft to. which is at.-

. tachedcthc forked arm 2', to which movement t is imparted by the groovedcollar 0 by means of itsendwise movement, induced by the centrifugal blocks Z; also, that the eye 19 of the hanger 0, which is attached to the ear-body,

isthe central pointof oscillation for that end of the rock-shaft which carries the oscillating arm m, whose office is to raise and lower the pull-rod out ofand into engagement with the lower end, E, of thependent'lever E; also, that the pull-rod, being carried and supported entirely from theear-body, must, as a natural consequence, partakeof all the movements of the car-body.

It will now be seen that the movements of the rock-shaft, caused by the sliding collar 0 by means of the forked arm i, will be certain and reliable, because the center of oscillation at q 1*, above set forth, for all these parts partake of all the movements of the truck; and

also that the result of the vibrating movements of the arm at of the rock-shaft will be certain and reliable, because the center of oscillation for this part of the mechanism, at p, as above set forth, pal-takes of all the movements of the ear.

To obtain best results with the least wear and tear it is absolutely necessary that the bearings or supports for the rock-shaft should be attached as above described-one to the truck and the other to the car-body. Otherwise the effect is modified by the amount of load upon the car, producing a greater or less depression upon the body of the car by depressing the springs in the truck; also, by the side lurch of the body upon the hangers in the truck upon which it is carried; also, by the truck be ing elevated at one end by inequalities in the surface of the track and by curvature of the track. A practical result may be attained,

IIO

however, with our mechanism by supporting both ends of the rock-shaft upon the truck in any suitable manner; but it is less satisfactory in many respects.

We do not confine ourselves to the form of bracket q r or hanger 0 shown to support the rock-shaft, as they may be varied indefinitely as exigencies may arise to conform to the construction of various cars or for economy in weight of material. the essential characteristic being that they support the rock-shaft from the truck at one end and from the car at the other, or in any manner so as not to interfere with its duty of controlling the vertical movementof the inner end, 7;,ot' the pull-rod K.

The operation of the various parts having been described in detail, it is unnecessary to give a general description of same. We will, however. say that when the cars are not running at least at a moderate speed, the doublehooked projection I." of the pull-rod K is held above and outot' engagement with the catch E of lever B, so that the pull-rod is not affected by the inward and outward movement of the draw-oarand lever E. When, however, the drawbar is extended and the cars at a moderate speed, the inward movement of the draw-bar applies the brakes, and they remain set until the drawbar is again moved outward. This operation of applying and releasing the brakes may be repeated at the pleasure of the engine-driver until the train comes to a full stop or the speed has been so reduced that the tension of the springs b I) will overcome the centrifugal force of the blocks Z 7.

It will be understood that the cars may be backed without setting the brakes, because when the draw-bar is thereby forced inward the projection k on the pull-rod will be above the barE. Should sufticient speed be attained While backing to lower the catch k into engagement with the catch-bar IE it will engage it on the outer side, and thus effectually prevent the possibility of setting the brakes, as above set forth in describing the action of a pusher-engine.

We claim herein as tion- 1. The combination of draw-bar O and pushnut l) with the pendent lever E, said pushnut having prongs or projections sliding in connection with said pendentlever, as and for the purpose set forth.

:2. The lever Q, pivoted to the supportingbracket It, and carrying on its outer end the grooved chain-pulley U, and having on its innor end a bracket-plate, L, in the described combination with the collar M and rod K.

3. The lugs x .10, cast upon the inner side of a car-wheel, in combination with the pivotbolts .10 .r and centrifugal blocks Z Z, with side arms or projections, Y Y, substantially as set forth.

4. The combination of the draw-bar (J and push-nut l) with the pendent lever E and spring J, as shown and described.

5. The pull-rod K, having adjustable nutK and double-actingprojection k, for the purpose shown and described.

6. The combination of the draw-bar G, pendent lever E, and pull-rod K, for the purpose shown and described.

7. The combination of the spider-bracket q r and hanger 0 with the rock-shaft j, for the purpose of supporting said rock-sh aft from the truck and car, as shown and described.

\VILLIAM L. CARD. DAVID STOUT RANDOLPH.

Witnesses:

EDWIN E. CHASE, Gno. H. KNIGHT.

new and of our inven- 

